Use of Portable Piloting Units by Maritime Pilots

Transcription

1 Use of Portable Piloting Units by Maritime Pilots Dr. Lee Alexander Center for Coastal and Ocean Mapping University of New Hampshire Durham, New Hampshire, USA Michael J. Casey IIC Technologies, Inc. Ottawa, Ontario, CANADA The use of electronic navigation equipment onboard maritime vessels continues to increase, worldwide. The results of a recent Canadian study provide clear evidence that maritime pilots know what types of equipment to use -- and how to use them. A Portable Pilot Unit (PPU) can be generally described as a portable, computer-based system that a pilot brings onboard a vessel to use as a decision-support tool for navigating in confined waters. Interfaced to a positioning sensor such as GPS/DGPS and using some form of electronic chart display, it shows the vessel s position/movement in real-time. In addition, PPUs provide information about the location/movement of other vessels via an AIS interface. Increasingly, PPUs are being used to display other types of navigation-related information such as soundings/depth contours from recent hydro surveys, dynamic water levels, current flow, ice coverage, and security zones. There is also some interest in using PPUs to access port/waterway information via the Internet. Figure 1 - General purpose diagram of a typical PPU. On the St. Lawrence River in Canada, there is a federal government initiative to improve vessel navigation safety through the use of onboard electronic chart-related equipment and services. In particular, it is planned that all maritime pilots be equipped with PPUs. In order to make informed decisions regarding the acquisition and use of PPUs in the St. Lawrence River pilotage system, the Laurentian Pilotage Authority and Port of Montreal commissioned a study to investigate operational/technical aspects related to the use of PPUs. The main focus of this study was to determine what other pilotage organizations, primarily in North America and Europe, use as PPUs for approach/harbor or confined waters phase of navigation such as a river transit. Twenty-five pilots were interviewed representing piloting associations on the Fraser River (British Columbia), Columbia River (Oregon), Mississippi River (New Orleans), and Scheldt 9-2 Page 1 Lead Author L. Alexander

2 River (The Netherlands). Major ports included Antwerp, Halifax, Houston, Le Havre, Tampa Bay, Rotterdam, Napier (New Zealand), and Queensland (Australia). The study investigated what was being used for computer hardware (e.g., a notebook computer), ECS software, electronic chart data, internet access, and interfaces to other navigation-related sensors and systems (e.g., GPS/DGPS, AIS, radar, VTS centers, etc.). The results of the study were to enable the Laurentian Pilotage Authority to make informed decisions regarding the acquisition and use of PPUs. Tables 1-3 summarize the results of our survey. Main Finding It was expected there would be some general agreement among the various pilotage organizations with respect to the use of PPU hardware, software, chart data, and positioning sensors, etc. However, this was not the case. Instead, the consensus we found pertains more to the process of choosing or designing a system -- rather than the system itself. Usually, the process involved forming a committee of seasoned pilots including some with computer savvy. These pilots determine what are the crucial navigation-related pilotage issues facing their region. They then focus attention on the most important pilotage issue, and then build a system to solve that specific problem. The PPU "system" typically involves other partners outside of the pilotage organization who are capable of providing the right type of information at the right time. Based on the pilots we interviewed, Marine Pilots know what information is needed and available, as well as how to obtain and use it in a PPU. As stated by Capt. Julian Planton (Houston Pilots), The current state of PPU capability [i.e., what the Houston Pilots use] is greatest single advancement in pilot navigation safety since the advent of radar. Different Requirements: Different Systems Each piloting organization we interviewed had different challenges and PPU requirements: Some examples: Fraser River, British Colombia - The main challenge is maneuvering in a channel which shifts regularly, but unpredictably. The Fraser River pilots have a system which uses sounding data acquired 12 to 24 hours after it is obtained by the Port Authority. Chart overlays of depth areas, precise positioning, and access to real-time water level information are key components. Colombia River, Oregon Knowing the location/movement of other vessels on this long river transit is crucial. Using AIS information, their PPU system continually computes a meeting point from ownship to passing/overtaking vessels. They also rely on recent channel survey information (40 contour line) obtained from US Army Corps of Engineers. Halifax Harbour, Nova Scotia - Pilots are very concerned about the air draft under the two suspension bridges. As such, they devised a system involving continuous and precise 3-D positioning of the bridges together with a link to a network of tide/water level gauges. Port of Rotterdam - Pilots are responsible for berthing VLCCs and LNGs after navigating along the River Maas. They use highly-precise docking aids (i.e., sub-meter positioning and rate-of-turn indicators) and large-scale docking charts integrated into their PPU displays. 9-2 Page 2 Lead Author L. Alexander

5 Table 3 Operations Transit Duration (Hours) Setup Time (Minutes) Use Ship's Gyro? Integrated with Radar/ARPA Integrated with VTS In transit Internet System use to support Docking? Specialized Docking Technology Fraser River Dave Majoribanks and Mike Armstrong Columbia River Paul Amos and David Halmagyi Tampa Bay Pilots Jorge Viso Europort Serendipity Pilot Training Peter Kluytenaar Pilots Association for the Bay and River Delaware Wayne Bailey Port of Rotterdam - Lite Port of Rotterdam - Full No No No No No No No No No No No 3 15 No No No No No No No No No 3 1 No No No No 7 7 No No No Schldt River - Lite 10 1 No (as of Aug07) No No Schldt River - Full Port of le Havre Lionel Davy Atlantic Pilotage Authority Andrew Rae Great Lakes Pilotage Authority Andrew St-Germain Queensland Pilotage Authority - Lite Queensland Pilotage Authority - Full Crescent River Pilots Douglas Grubbs Houston Pilots Julian Planton 10 7 No No No 3 17 No No No No No No No No 9 3 No No No No 4 2 No No No No No No 2 5 No No No No 7 5 No No No.75 8 hrs (ave: 5.5 hrs) 2-3 No No No 9-2 Page 5 Lead Author L. Alexander

6 Hardware Of the 500 PPU units surveyed, over one-half are ruggedized notebook computers. Many pilotage authorities allow each pilot to choose their own notebook computer hardware. Screen size varies from 10 to 15 with 12 screens being the most popular. All run Windows XP, most with 1 Gbyte of RAM. Most use ship's power but also carry batteries to cover a 3-hour power loss. Weight is not a major consideration. Some pilots prefer soft packs while others use hard-molded cases. Software - There is no consensus on what to use with widely differing views. In general, most North American pilots seem to prefer simplicity in their operational displays. But, some choose from a system with a rich selection of options while others prefer less-complicated systems with a minimum display (i.e., Keep it simple! ). Electronic Chart Data - Most pilots use S-57 ENCs provided by a hydrographic office. But, this type of electronic chart is primarily used as a background. Instead, many rely on larger scale and more recent data provided by other government agencies (e.g., port authorities, US Army Corps of Engineers) for accurate channel depths or to assist in docking/close-quarters maneuvering. Sensor Interfaces GPS/DGPS/RTK: Most pilots use the ship s GPS/DGPS position as provided through the AIS Pilot Plug. However, many carry their own DGPS units and choose whether to deploy it depending upon the current situation or task-at-hand. For instance, European pilots involved in docking use Real-Time Kinematic GPS or purpose-built, precision docking aids. Heading: Nearly all pilots obtain ship s heading information via the Pilot Plug. Depending upon the task, some pilots bring aboard special dual-antenna DGPS for heading. Some docking pilots in Europe also use rate-of-turn sensors. AIS: All pilots access AIS via the Pilot Plug. However, the Pilot Plug itself has been a difficult issue for most due to wiring problems, wrong baud rates, and a poor mechanical plug design. This problem is slowly improving. VTS: No pilots felt an urgent need to integrate VTS (or radar) into their PPU. Internet Access: Few pilots feel a need to access the Internet while underway. While some view future enhancements as potentially beneficial, the current attitude is wait-and-see. Wireless or Hardwired: There are widely differing views as to what is suitable or desirable. Even among the wireless supporters there are two different camps (e.g., Bluetooth and WiFi). Operational Once aboard the vessel, pilots usually have their PPUs up and running within 2-3 minutes. If they deploy their own DGPS this can add an additional five minutes. Docking systems take longer to deploy but often there are assistants or pilots-in-training who help. - Updating and route planning is done prior to boarding. - Ownship parameters (e.g., length, beam, draft, etc.) are usually entered prior to boarding. - Some pilotage organizations take PPU training very seriously while others less so. - Maintenance is carried out yearly or as needed. Where there are more than 30 PPUs deployed often a technician is assigned full-time to perform maintenance. 9-2 Page 6 Lead Author L. Alexander

7 Concerns about Using PPUs In the March 2007 issue of Digital Ship an article by Dr. Andy Norris expressed some concerns regarding the use of PPUs. The following table lists the five concerns as described in his article. In turn, we provide a comment that is based on the results of our study findings. Table 4 Comments regarding published concerns on the use of PPUs Concern (From an article by Dr. Andy Norris in Digital Ship, March 2007, p. 30.) Comment (based on results of the Use of PPU by Maritime Pilots study) 1. If the ship can only be safely navigated with the special data available to the pilot, what happens if this single unit malfunctions? 2. The ship's master and officers are alienated from the data that the pilot is using, yet the master continues to accept responsibility for the command of the vessel. 3. If there are discrepancies between the PPU and the ship's navigation system, which system should take precedence? 4. There are no internationally agreed standards for such equipment to ensure data accuracy and reliability of the equipment, or that the equipment would meet IMO standards for ship's navigation equipment. What would be their status in the case of an accident? Pilots treat PPUs as just another tool in their toolbox. If any tool fails there are always alternatives. Pilotage has been carried out for decades without the use of PPUs. Pilots can always fall back onto other tried-and-true methods. Pilots and Masters share their procedures during the initial meeting onboard. Good Bridge Resource Management (BRM) means that the Master is always aware of what information the Pilot has available and how it is being used. Pilotage, by definition, is about using the local knowledge of professional Pilots in depth local knowledge that most Masters acknowledge they will never possess. The PPUs that have their own DGPS usually have a higher degree of accuracy than the shipboard unit. All Pilots compare their own system position to the ship's upon boot-up - any discrepancies can be identified at that time. Pilots also continually monitor all sources of positioning. Liability always depends upon the court. All Pilots are obligated to use the best tools available to them. There is a growing consensus among pilots that PPUs of one form or another are a useful tool for improved pilotage. One could equally argue if a Pilot failed to use a proven and available technology, then he/she may be held liable. 5. How is it ensured that there are no electromagnetic or compass compatibility issues between the ship's navigation equipment and the PPU? Most PPUs can interface to the ship's gyro via the AIS Pilot Plug. But, not all ship s gyros provide a digital output. As such, many pilots rely on COG from GPS instead of true heading that would be provided by a gyro compass. In all fairness to Dr. Norris, the concerns he cited about PPUs are similar to what others have expressed. However, the results of our study provide some further insight about the pilots use of PPUs. In particular, maritime pilots are confident in their ability -- and in the tools that they use. Pilot s Confidence We expected there would be a number of concerns expressed by pilots about the pitfalls of using PPUs. Further, we expected to hear some anecdotal descriptions or horror stories about circumstances or situations when a PPU caused a problem. However, this was not the case for the pilots we interviewed. If anything, almost all pilots expressed confidence that they knew both the capabilities and limitations of their PPUs. Further, they indicated that they always had a means of backup or a contingency plan. While a few admitted that they felt somewhat uncomfortable if they did not have a PPU to use while piloting, none said that it was critical in the performance of their professional duties. As commented by Capt. Wayne Bailey (Delaware River Pilots), A guiding principle in our use of the PPUs is: Never do something with one of these systems that you would not do without it. 9-2 Page 7 Lead Author L. Alexander

8 Implications for Hydrographic Data and Services There are several implications on the use of PPUs that are relevant to a HO. Most obvious is the use digital nautical chart data. Most pilots have ENCs available but usually rely on specialized chart data tailored specifically for them. The special post-survey sounding charts prepared for the Fraser River is one example. Most pilots involved in docking or tight port maneuvers employ very accurate port charts ( super-scale ) with piers and jetties mapped to a high degree of accuracy (+/- 1 metre) to allow for docking in all visibility conditions. In Queensland, pilots who use such charts with their docking systems speak of instrument pilotage as the way forward. In some cases a raster chart is actually preferred as the background chart in addition to (or instead of) the vector-based ENC (e.g., Columbia River). Some specific implications related to the use of electronic chart data: The timeliness of the data is often more important that its accuracy or level of content. This is particularly true for dynamic rivers where the river bottom is constantly changing. Overlays of decimeter contour lines or depth areas are relied on more than the information contained in ENCs. This is crucial in terms of determining under-keel clearance. ENCs are the background upon which other more recent information is added (as an overlay). - channel center line - recent channel survey - depth areas/depth contours Specialty ENCs are widely used - very large scale (1:5-10K) - produced by commercial company or Port Authority - Super-scale docking charts (.>1:1000) More general implications include: Pilots use hydrographic data in unconventional ways to solve real-world problems. HOs provide a valuable service when they make themselves open to this approach through a partnership with the pilots. Pilots can be a constant source of new information about the quality of the chart data as they are often the first mariners to use it. The closer the partnership, the more the information flows both ways. Hydrographers are by now well aware that others use HO data for unintended and sometimes unimaginable purposes such as flood zone mapping, coastal interdiction, wetlands management and adapting to the implications of climate change. This open, use-it-how-you-will approach should also apply to professional mariners (e.g., maritime pilots). If professional mariners choose to display or use chart data in non-traditional ways it is their business. HOs should be judgmental. Pilots are cutting edge in terms of how used and displayed. Provide the best data, but then leave it up to the professional mariner to decide how to use it. Standards are useful, not if they inhibit innovation. 9-2 Page 8 Lead Author L. Alexander

9 Qualifying the data in terms of accuracy and currency is now perhaps a HO s most important role in promoting the use of electronic charts for safety-of-navigation. The traditional navigation chart (as we know it) may survive for another 10 or 20 years. But, sooner or later, it will be replaced by another entity. The evolution of that product service is now underway, and being led by mariners who are largely unconstrained by tradition and a sense of historical importance to icons such as paper charts. HOs would be well served to support that evolution. References Laurentian Pilot Authority, Use of Portable Piloting Units by Maritime Pilots Final Report, August Norris, Andy Evolving Displays Improving Navigation. Digital Ship, March 2007, p Kirchner, Paul Liability Concerns in the Use by Pilots of Their Own Carry Aboard Navigation Equipment, American Pilots Association, Washington, DC. Haig-Brown, Alan Pilots depend on rapidly updated soundings of shifting Fraser River. Professional Mariner, #103, April/may 2007, p Biographies Dr. Lee Alexander is a Research Associate Professor at the Center for Coastal and Ocean Mapping at the University of New Hampshire. Previously a Research Scientist with the US Coast Guard and a Visiting Scientist with the Canadian Hydrographic Service, he serves on a number of international working groups dealing with electronic charting standards. He has published numerous papers and reports on electronic chart-related technologies, and is a co-author of a textbook on Electronic Charting. Michael J. Casey is a Senior Executive with IIC Technologies Inc. His major focus is on new business development in the hydrographic and marine navigation communities. He is also closely involved in the use of Lidar technology in both the marine and topographic environment, specifically investigating evolving applications for a wide variety of users. 9-2 Page 9 Lead Author L. Alexander

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